JP6266933B2 - Braking device valve system - Google Patents

Description

  The present invention relates to a valve system for a braking device.

In a so-called by-wire brake used as a vehicle braking device, it is known to use a pedal force simulator in order to generate a pedal reaction force on a brake pedal. That is, when the by-wire brake is operating normally, the brake fluid from the master cylinder, which generates hydraulic pressure (hydraulic pressure) by operating the brake pedal, flows through the flow path to the brake caliper (wheel cylinder) side. Shut it off and feed it into the pedal force simulator. Thereby, a brake reaction force equivalent to a conventional brake is generated by the pedal force simulator. On the other hand, when the by-wire brake is abnormal, the backup brake is operated by blocking the flow of the brake fluid to the pedal force simulator and sending the brake fluid to the brake caliper.
Whether the brake fluid is fed to the pedal force simulator or shut off is determined by switching a pedal force simulator valve, which is an electromagnetic valve provided in the brake fluid flow path between the master cylinder and the pedal force simulator.

  On the other hand, in Patent Document 1, in an electromagnetic valve used in a vehicle braking device, the electromagnetic coil corresponds to an operating force required for the initial operation within an initial operation time T1 that starts from the start of energization of the electromagnetic coil. It is disclosed that a minimum current required for initial operation is applied. And in this technique, in the subsequent operation state maintenance time T2, it discloses about the technique which energizes the operation state maintenance minimum electric current equivalent to the operation force required to maintain an operation state.

JP 2006-17181 A

The pedal force simulator valve (hereinafter simply referred to as “valve”) is a normally closed valve, and is opened in conjunction with vehicle system activation, brake pedal operation, and the like. In this case, as described in Patent Document 1, it is possible to drive the valve by performing processing such as selectively using the minimum current required for initial operation and the minimum current necessary for maintaining the operating state.
In other words, for example, a starting voltage that generates the operating force necessary to open the valve is applied to the electromagnetic coil of the valve, and then the operating force required to maintain the valve open state is generated. Therefore, a holding voltage that is lower than the starting voltage is applied. Thereby, a valve can be opened and the open state can be maintained.

However, when the holding voltage is applied to the valve, there is a possibility that the holding voltage cannot be maintained due to some factors such as voltage fluctuation. In this case, the valve cannot be maintained open and is closed. Since the holding voltage is maintained even after the valve is closed (no starting voltage is applied), the valve maintains the closed state as it is.
In order to prevent this, it is conceivable that the start-up voltage is continuously applied to the valve after the start-up voltage is applied to the valve so that the valve is not closed.

However, since the starting voltage is a high voltage, if the starting voltage is continuously applied to the valve, there is a problem that the amount of heat generated by the valve becomes excessively high.
Therefore, the present invention prevents the valve disposed in the connection path connected to the liquid flow path for communicating the master cylinder and the wheel cylinder from being inadvertently closed, but generates a large amount of heat from the valve. It is an object of the present invention to provide a valve system for a braking device that can prevent the occurrence of a failure.

In order to solve the above problems, one aspect of the present invention is connected to a liquid flow path that connects a master cylinder that generates hydraulic pressure by operating a brake pedal and a wheel cylinder that generates friction braking force by hydraulic pressure. A valve that is an electromagnetic valve disposed in the connection path, a valve opening operation unit that opens the valve by energizing the valve with a first operating voltage or current, and the first valve after the valve opening operation. A maintenance operation unit that performs a maintenance operation of energizing the valve with a maintenance voltage or current smaller than the operation voltage or current of the valve to maintain the valve open state, the maintenance operation unit during the maintenance operation after the energization of the valve of the sustain voltage or current, have rows energization of the valve of the second operating voltage or current to enable the opening operation of the larger than the sustain voltage or current valve, For a predetermined time A valve system of the braking device, characterized by energizing to the first operating voltage or current and the second operating voltage or the valve current and alternating repeated for a predetermined time.
According to the present invention, since the second operating voltage or current is used in addition to the maintenance voltage or current in order to maintain the valve open state of the valve that has been opened, voltage fluctuations due to the second operating voltage or current. It is possible to prevent the valve from being closed by, for example, and to prevent the amount of heat generated by the valve from being increased by the sustain voltage or current.

In the above-described case, the maintenance operation unit energizes the second operating voltage or current and the maintenance voltage or current so that the valve has a predetermined heat generation amount or less during the maintenance operation. It may be.
According to the present invention, the heat generation amount of the valve can be made equal to or less than a predetermined heat generation amount.

In the above case, the maintenance operation unit performs energization of the second operating voltage or current and energization of the maintenance voltage or current so that the valve has a predetermined heat generation amount or less during the maintenance operation. You may make it carry out alternately.
According to the present invention, the sustaining voltage or current and the second operating voltage or current are alternately energized so that the heating value of the valve is equal to or less than a predetermined heating value.

In the above case, the apparatus further includes a stroke simulator that is communicated with the master cylinder via the liquid flow path and generates a pedal reaction force when the brake pedal is operated, and the valve is disposed between the master cylinder and the stroke simulator. The normally closed valve may be provided, and the valve element may be moved in a closing direction when the hydraulic pressure of the master cylinder increases.
According to the present invention, it is possible to prevent the driver from feeling uncomfortable with the braking force without closing the valve for opening and closing the stroke simulator and generating a brake reaction force.

In the above case, a pedal detection unit that detects an operation amount of the brake pedal is further provided, and the maintenance operation unit is not so when the operation amount of the brake pedal is equal to or larger than a predetermined reference value. Compared to the case, the second operating voltage or current may be supplied to the valve earlier.
According to the present invention, when the hydraulic pressure of the master cylinder acts in the direction of closing the valve, the valve closes if the amount of operation of the brake pedal is large, so the second operating voltage or current is energized early. Thus, the valve can be prevented from closing.

In the above case, when the sustaining operation unit energizes the valve of the second operating voltage or current at an early stage, the second voltage or current is greater than the first voltage or current. May be lower and higher than the sustain voltage or current.
According to the present invention, the heat generation of the valve can be more effectively suppressed.

  ADVANTAGE OF THE INVENTION According to this invention, it is the brake which can prevent that the emitted-heat amount of the said valve | bulb increases while preventing the valve which leads to the liquid flow path which connects a master cylinder and a wheel cylinder carelessly closing. An apparatus valve system can be provided.

FIG. 1 is a configuration diagram showing an outline of a braking force generator according to an embodiment of the present invention. FIG. 2 is a longitudinal sectional view showing a schematic configuration of a third shut-off valve of the braking force generator according to the embodiment of the present invention. FIG. 3 is a longitudinal sectional view showing a schematic configuration of a third shut-off valve of the braking force generator according to the embodiment of the present invention. FIG. 4 is a block diagram showing electrical connection of the control system of the valve system of the braking device according to the embodiment of the present invention. FIG. 5 is a flowchart for explaining the control contents of the valve system of the braking device according to the embodiment of the present invention. FIG. 6 is a flowchart for explaining another example of the control content of the valve system of the braking device according to the embodiment of the present invention. FIG. 7 is a timing chart for explaining the control contents of the valve system of the braking device according to the embodiment of the present invention.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
[Schematic configuration of braking force generator 10]
FIG. 1 is a configuration diagram illustrating an overview of a braking force generator 10 according to the present embodiment.
The braking force generator 10 is a device for generating a friction braking force of the vehicle. The braking force generator 10 includes an input device 14 including a master cylinder 34 that converts a pedaling force input by the driver by operating the brake pedal 12 into a brake fluid pressure, and the brake fluid pressure generated in the master cylinder 34. Alternatively, a motor cylinder device 16 that generates brake fluid pressure regardless of the brake fluid pressure, a vehicle behavior stabilization device (VSA device) 18, disk brake mechanisms 30a to 30d, and the like are provided. The motor cylinder device 16 includes first and second slave pistons 77a and 77b that receive the driving force of the electric motor 72 and generate brake fluid pressure.
The pipes 22a to 22f are provided with brake fluid pressure sensors Pm, Pp, and Ph that detect the brake fluid pressure of each part. The VSA device 18 also includes a brake fluid pressurizing pump 73.

  The motor cylinder device 16 (via the VSA device 18) is provided on the left rear wheel, and a wheel cylinder 32FR that generates friction braking force by hydraulic pressure with a disc brake mechanism 30a provided on the right front wheel of the vehicle (not shown). A wheel cylinder 32RL for generating friction braking force by hydraulic pressure on the disc brake mechanism 30b, a wheel cylinder 32RR for generating friction braking force by hydraulic pressure on the disc brake mechanism 30c provided on the right rear wheel, and a left front wheel. The disc brake mechanism 30d is connected to a wheel cylinder 32FL that generates a friction braking force by hydraulic pressure.

[Basic operation of braking force generator 10]
Next, the basic operation of the braking force generator 10 will be described.
In the braking force generator 10, when the driver steps on the brake pedal 12 during normal operation of the control system for controlling the motor cylinder device 16 and the by-wire, a so-called by-wire type braking system is activated. Specifically, in the braking force generator 10 during normal operation, when the driver steps on the brake pedal 12 (detected by a brake pedal stroke sensor 52 described later), the first cutoff valve 60a and the second cutoff valve 60b are Brake fluid generated by the motor cylinder device 16 when the motor 72 is driven in a state where communication between the master cylinder 34 and the disc brake mechanisms 30a to 30d (wheel cylinders 32FR, 32RL, 32RR, 32FL) for braking each wheel is cut off. The disc brake mechanisms 30a to 30d are operated using pressure to brake each wheel.

  During normal operation, the first shut-off valve 60a and the second shut-off valve 60b are shut off, while the third shut-off valve 62 is opened, and the brake fluid flows from the master cylinder 34 into the stroke simulator 64. Even when the first shut-off valve 60a and the second shut-off valve 60b are shut off, the brake fluid moves and a stroke is generated when the brake pedal 12 is operated, and a pedal reaction force is generated.

On the other hand, in the braking force generator 10, when the driver steps on the brake pedal 12 in an abnormal state where the motor cylinder device 16 or the like is inoperative, the existing hydraulic brake system becomes active. Specifically, in the braking force generator 10 at the time of abnormality, when the driver steps on the brake pedal 12, the first cutoff valve 60a and the second cutoff valve 60b are opened, and the third cutoff valve 62 is set. Is closed, the brake fluid pressure generated in the master cylinder 34 is transmitted to the disc brake mechanisms 30a to 30d (wheel cylinders 32FR, 32RL, 32RR, 32FL), and the disc brake mechanisms 30a to 30d (wheel cylinders 32FR, 32RL) are transmitted. , 32RR, 32FL) to brake each wheel.
Since the configurations and operations of the other input device 14, the motor cylinder device 16, and the VSA device 18 are known, a detailed description thereof will be omitted.

[Configuration of the third shutoff valve 62]
The master cylinder 34 and the wheel cylinders 32FR, 32RL, 32RR, and 32FL are communicated with each other via pipes 22a and 22d that serve as liquid flow paths. One end of the pipe 41 is connected to the master cylinder 34 side of the second cutoff valve 60b of the pipe 22d, and a stroke simulator 64 is connected to the other end side of the pipe 41. A third shut-off valve (pedal force simulator valve) 62 is connected to an intermediate position of the pipe 41.

2 and 3 are longitudinal sectional views showing a schematic configuration of the third cutoff valve 62. FIG. FIG. 2 shows the third shut-off valve 62 in the closed state, and FIG. 3 shows the third shut-off valve 62 in the open state. The third shut-off valve 62 composed of an electromagnetic valve is connected to the intermediate position in the length direction of the pipe 41.
A movable core 42 that can move in the left-right direction in FIG. 2 and a valve element 43 that opens and closes the third cutoff valve 62 provided at the tip of the movable core 42 are provided inside the third cutoff valve 62. Yes. That is, the movable core 42 opens and closes the third cutoff valve 62 by moving in the axial direction. Further, a spring 44 is provided inside the third shut-off valve 62, and this spring 44 urges the movable core 42 in the direction of arrow 45 in FIG. 2 so that the valve element 43 closes the third shut-off valve 62. doing. Further, the third shut-off valve 62 is provided with an exciting coil 46 that drives the valve element 43.

  That is, the third shut-off valve 62 is a normally closed valve. When the exciting coil 46 is not energized and driven, the valve element 43 is urged toward the arrow 45 by the spring 44 and the third shut-off valve 62 is closed. Yes. Reference numeral 58 denotes a valve seat for receiving the valve element 43. On the other hand, when the exciting coil 46 is energized, the valve element 43 moves in the direction of the arrow 47 in FIG. 2 against the elastic force of the spring 44 by electromagnetic force, and the third shut-off valve 62 opens (the state in FIG. 2). To the state of FIG. 3).

  The passage 48 is connected to the master cylinder 34 side via the piping 41, and the passage 49 is connected to the stroke simulator 64 side via the piping 41. Then, the brake fluid flowing from the master cylinder 34 side flows in the order of the passage 48, the inlet hole 55, and the valve chamber 56, and if the valve element 43 moves as shown in FIG. 3 and the third shut-off valve 62 opens, It flows into the stroke simulator 64 side through the outlet hole 57 and the passage 49. Moreover, the hydraulic pressure of the brake fluid that has flowed into the valve chamber 56 becomes a pressure in a direction that does not open the valve element 43 by pressing the movable core 42 from the left side in FIGS. Here, only an outline of one configuration example of the third shut-off valve 62 is described (the configuration of the third shut-off valve 62 in FIGS. 2 and 3 is publicly known, and the detailed configuration is omitted).

[About ECU]
FIG. 4 is a block diagram showing the electrical connection of the control system of the braking force generator 10. This control system is configured around an ECU (Electronic Control Unit) 51, which is a control device configured by a microcomputer. The ECU 51 includes a brake pedal stroke sensor 52 serving as a pedal detection unit that detects an operation amount of the brake pedal 12, a third cutoff valve 62 (excitation coil 46 thereof), and a motor cylinder device 16 via an interface (not shown). A motor 72 is connected.

The ECU 51 also receives an activation signal S indicating that the system has been activated, for example, by turning on an ignition switch of a vehicle on which the braking force generator 10 is mounted.
Since the ECU 51 is a control system of the braking force generation device 10, other actuators and sensors related to the braking force generation device 10 are also connected. However, since they are irrelevant in the present embodiment, illustration and description are omitted. .

  The ECU 51 is a control device that controls the aforementioned by-wire, and drives the motor 72 in response to the operation of the brake pedal 12 detected by the brake pedal stroke sensor 52 and generates hydraulic pressure by the motor cylinder device 16. The disc brake mechanisms 30a to 30d (wheel cylinders 32FR, 32RL, 32RR, 32FL) are driven to generate a friction braking force of the vehicle.

[Control of third cutoff valve 62]
Next, the valve system of the braking device according to the present embodiment in which the ECU 51 controls the third cutoff valve 62 will be described. The control in the valve system of the braking device is executed by the ECU 51 as the valve opening operation unit 81 and the maintenance operation unit 82 which are functions based on the control program.

  FIG. 5 is a flowchart for explaining the control of the third cutoff valve 62 by the ECU 51. First, the ECU 51 is also activated when an activation signal S indicating that the vehicle system has been activated is input to the ECU 51, for example, by turning on the ignition switch of the vehicle. When the ECU 51 is activated, the ECU 51 starts the process of FIG. That is, first, the ECU 51 applies the “start-up voltage” that is the first operating voltage or current to the third shut-off valve 62 (the exciting coil 46 thereof) for a predetermined time t1 (No in S1 and S2). By applying the starting voltage only for a predetermined time t1, the valve element 43 of the third shut-off valve 62 is moved in the direction of the arrow 47 against the urging force of the spring 44 to open the third shut-off valve 62. (The valve-opening operation unit 81 executes).

  As a result, the third shut-off valve 62 is opened (Yes in S2). Next, it is determined whether the operation amount of the brake pedal 12 detected by the brake pedal stroke sensor 52 is equal to or greater than a predetermined reference value s1. (S3). When the operation amount of the brake pedal 12 is less than the reference value s1 (No in S3), a “holding voltage” that is a maintenance voltage or a current is applied to the third shut-off valve 62 (the exciting coil 46 thereof) for a certain time t2. (No in S4, S5, No in S3) (executed by maintenance operation unit 82). The holding voltage is a voltage having a value lower than the aforementioned starting voltage, and the third shut-off valve 62 cannot be opened, but the third shut-off valve 62 that has been opened once is maintained in the open state. Voltage that can be.

  If the holding voltage is applied only for the predetermined time t2 (Yes in S5), then, the “starting voltage” that becomes the second operating voltage or current is applied to the third shutoff valve 62 (the exciting coil 46) for the predetermined time t1. It is applied only for a while (No in S6 and S7) (executed by the maintenance operation unit 82). This starting voltage is the same voltage as the starting voltage of S1. When the application of the start-up voltage for a predetermined time t1 is completed (Yes in S7), the process returns to step S3.

On the other hand, before the fixed time t2 has elapsed (Yes in S5) (No in S5), it is detected that the operation amount of the brake pedal 12 detected by the brake pedal stroke sensor 52 is greater than or equal to a predetermined reference value s1. When (Yes in S3), the process proceeds to step S6, and even before the holding voltage is applied for a certain period of time t2, the application of the holding voltage is terminated and the starting voltage is applied for a certain period of time t1. (The maintenance operation unit 82 executes).
In this process, after the third shut-off valve 62 is opened by applying the initial starting voltage for a predetermined time t1 (S1, S2), when maintaining this valve open state, the processes after S3 are performed. Thus, the holding voltage and the starting voltage can be applied to the third cutoff valve 62 alternately.

In this case, even when the holding voltage is being applied, when the brake pedal 12 is operated by the driver so that the operation amount becomes equal to or greater than the reference value s1, the application of the holding voltage is interrupted immediately. A starting voltage is applied (Yes in S3).
Further, when the system activation of the ECU 51 is turned off, for example, when the ignition switch of the vehicle is turned off, the processing in FIG.

  FIG. 6 is a flowchart for explaining another example of the control of the third shutoff valve 62 by the ECU 51. In the processing of FIG. 6, the processing steps having the same reference numerals as those of FIG. 5 are the same as those of FIG. 6 differs from the process of FIG. 5 in step S3 when the operation amount of the brake pedal 12 detected by the brake pedal stroke sensor 52 is equal to or greater than a predetermined reference value s1 (Yes in S3). It is to proceed to step S8 instead of S6. That is, in step S8, the ECU 51 applies the “intermediate voltage” as the second operating voltage or current to the third shutoff valve 62 (excitation coil 46 thereof) for a predetermined time t1 (No in S8 and S9). . Then, when the application of the intermediate voltage is completed for a certain time t1 (Yes in S9), the ECU 51 returns to step S3. Here, the intermediate voltage is a voltage lower than the “startup voltage” that is the first voltage or current and higher than the “intermediate voltage” that is the sustain voltage or current (details will be described later).

  FIG. 7 is a timing chart for explaining the processes of FIGS. FIG. 7A is a graph showing the change over time of the operation amount of the brake pedal 12 (or “master cylinder pressure” which is the hydraulic pressure of the master cylinder 34) detected by the brake pedal stroke sensor 52. FIGS. 7B to 7D show temporal changes of “valve voltage” which is a voltage applied to the third shut-off valve 62 (excitation coil 46 thereof), and show different control examples. . 7C shows the example of FIG. 5, FIG. 7D shows the example of FIG. 6, and FIG. 7B shows the modification of FIG. The “return voltage” is a valve voltage that causes the open third shut-off valve 62 to close if the voltage applied to the exciting coil 46 is equal to or lower than the voltage. The return voltage is a value that can vary depending on the amount of brake fluid flowing into the third shut-off valve 62 from the master cylinder 34 side by the brake operation, and the maximum value that can be taken is the “maximum return voltage”. “Valve open voltage” is a voltage applied to the third shut-off valve 62 (excitation coil 46) which is the minimum necessary to open the third shut-off valve 62, and the starting voltage is set to a voltage somewhat higher than the valve open voltage. Has been.

  First, when the ignition switch of the vehicle is turned on or the like, the activation signal S indicating that the vehicle system has been activated is input to the ECU 51, whereby the ECU 51 is activated. When the ECU 51 is activated, the process of FIG. 5 is started. Thereby, as shown to the code | symbol 91 of FIG.7 (b), a starting voltage is applied during time t1 (S1, S2). As a result, the third shut-off valve 62 is opened. Thereafter, the holding voltage application during time t2 and the activation voltage application during time t1 are alternately performed on the exciting coil 46 by the process of FIG. Then, as indicated by reference numeral 92 in FIG. 7A, when the amount of operation of the brake pedal 12 increases (the master cylinder pressure increases) and the return voltage exceeds the holding voltage (in FIG. 7C). As shown in the reference numeral 94, an example is shown in which the holding voltage increases to the maximum return voltage), and the third shut-off valve 62 closes. However, after that, when the starting voltage is applied (reference numeral 93 in FIG. 7C), the third shut-off valve 62 is opened again.

In this case, in the process of FIG. 5, the operation amount of the brake pedal 12 is set to the reference value s1 (preferably set to a value at which the return voltage is equal to or higher than the holding voltage), as indicated by reference numeral 93 in FIG. When the above is reached (Yes in S3), the application of the holding voltage is interrupted even during the time t2 during which the holding voltage is being applied, and the starting voltage is immediately applied (Yes in S3, S6). .
On the other hand, as shown in FIG. 7B, regardless of whether or not the operation amount of the brake pedal 12 is equal to or greater than the reference value s1, the application of the holding voltage during the time t2 and the time t1 Alternatively, the start voltage application may be alternately performed.

  In the example of FIG. 7B, after the return voltage exceeds the holding voltage and the third shut-off valve 62 is closed (in FIG. 7B, the return voltage is the maximum return voltage as indicated by reference numeral 94). In the control example of FIG. 7C, although a startup voltage is subsequently applied (reference numeral 95), it may take time t3 until the third shut-off valve 62 opens. Then, even if the operation amount of the brake pedal 12 becomes large and the return voltage increases to the holding voltage or higher, it is possible to immediately apply a starting voltage larger than the return voltage so that the third shut-off valve 62 does not close. it can.

In the example of FIG. 6, when the operation amount of the brake pedal 12 becomes the reference value s1 (Yes (S3: Yes)), an intermediate voltage that is an intermediate voltage between the starting voltage and the holding voltage is set. The intermediate voltage is applied during the time t1 (S3, S8, S9) This intermediate voltage has a value exceeding the maximum return voltage, that is, the third shut-off valve 62, as indicated by reference numeral 96 in FIG. It is desirable to set it to a voltage that exceeds the value of the voltage that closes.
In the control examples of FIGS. 6 and 7D, as in the control examples of FIGS. 5 and 7C, even if the operation amount of the brake pedal 12 is increased and the return voltage is increased above the holding voltage, It is possible to prevent the third shut-off valve 62 from being closed by applying a starting voltage higher than the return voltage.

In this case, the margin b between the maximum return voltage and the intermediate voltage in the control example in FIG. 7D is set smaller than the margin a between the maximum return voltage and the holding voltage in the control example in FIG. Has been.
Therefore, compared with the control example of FIG. 7C, the control example of FIG. 7D can suppress the temperature rise of the third cutoff valve 62. In particular, in a situation where the operation amount of the brake pedal 12 is frequently generated, a remarkable effect is exhibited in suppressing the temperature rise of the third shutoff valve 62.
In FIGS. 7C and 7D, reference numeral 97 may have been generated when the start voltage 93 and the intermediate voltage 96 were not generated during the time t2 during which the holding voltage is applied. The starting voltage is indicated by an imaginary line.

  Further, in all the control examples of FIGS. 7B to 7D, the ratio between the constant time t1 and the constant time t2 is a range allowed by the performance of the third cutoff valve 62, that is, the third cutoff valve 62. Determine the range that does not cause the valve stick. That is, if the predetermined time t2 of the holding voltage, which is a low voltage, becomes too short, and the starting voltage of the constant time t1 which is a high voltage is frequently repeated, the third shut-off valve 62 may become hot. . Therefore, the fixed time t2 is determined with respect to the fixed time t1 so that the heat generation amount of the third shut-off valve 62 is equal to or less than an allowable predetermined value (make sure that the fixed time t2 is not too short) and started. Apply voltage.

  As is clear from the above description, in each example of the present embodiment, in order to maintain the opened state of the third shut-off valve 62, the starting voltage (or intermediate voltage) is used in addition to the holding voltage. Since these are alternately applied to the third shut-off valve 62, the start-up voltage prevents the third shut-off valve 62 from being closed due to voltage fluctuation or the like, and the amount of heat generated by the third shut-off valve 62 increases. This can be prevented by the holding voltage.

In addition, as described above, a predetermined time t2 with respect to the predetermined time t1 is determined so that the heat generation amount of the third cutoff valve 62 is equal to or less than the reference value, and the starting voltage and the holding voltage are applied to the third cutoff valve 62. Therefore, the heat generation amount of the third shutoff valve 62 can be maintained below a predetermined heat generation amount.
Further, the third shut-off valve 62 that opens and closes the stroke simulator 64 is closed even though the ignition switch is turned on and the system is being activated, so that the brake reaction force by the stroke simulator 64 is not generated, and the driver It is possible to prevent the braking force from being uncomfortable.

  In addition, even when the holding voltage is being applied, if the brake pedal 12 is operated with an operation amount equal to or greater than the reference value s1 during the fixed time t2 as the application time (Yes in S3), that is, the master cylinder When the hydraulic pressure of 34 acts in the direction of closing the third shut-off valve 62, the third shut-off valve 62 may be closed, so the start-up voltage (or intermediate voltage) is energized early ( S6, S8), the third shutoff valve 62 can be prevented from closing.

Further, when an intermediate voltage is used as in the control examples of FIGS. 6 and 7D, the voltage value of the intermediate voltage is smaller than the starting voltage, so that compared to the control examples of FIGS. 5 and 7C. Furthermore, the temperature rise of the third shutoff valve 62 can be effectively prevented.
In the present embodiment, the example in which the third cutoff valve 62 is controlled by voltage is shown. Thus, the third shut-off valve 62 may be controlled.

32FR, 32RL, 32RR, 32FL Wheel cylinder 34 Master cylinder 43 Valve element 52 Brake pedal stroke sensor (pedal detector)
62 Third shut-off valve
64 Stroke simulator 81 Valve opening operation unit 82 Maintenance operation unit

Claims (5)

A valve that is an electromagnetic valve arranged in a connection path connected to a fluid passage that communicates a master cylinder that generates fluid pressure by operating a brake pedal and a wheel cylinder that generates friction braking force by fluid pressure;
A stroke simulator that is communicated with the master cylinder via the liquid flow path and generates a pedal reaction force when the brake pedal is operated;
With
The valve is a normally closed valve provided between the master cylinder and the stroke simulator, and the valve element moves in a closing direction when the hydraulic pressure of the master cylinder increases,
When the vehicle system is activated, a valve opening operation unit that opens the valve by supplying a first operating voltage or current to the valve; and
A maintenance operation unit for performing a maintenance operation for energizing the valve with a maintenance voltage or current smaller than the first operating voltage or current after the valve opening operation to maintain the valve open state;
With
The maintenance operation unit is larger than the maintenance voltage or current after energization of the maintenance voltage or current to the valve regardless of whether or not the brake pedal is operated while the vehicle system is activated. A valve system for a braking device, which continuously performs an operation of energizing the valve with a second operating voltage or current that enables the valve to open.   The maintenance operation unit performs energization of the second operating voltage or current and the maintenance voltage or current so that the valve becomes a predetermined calorific value or less during the maintenance operation. The valve system of the braking device according to claim 1.   The sustain operation unit alternately performs the second operating voltage or current and the sustain voltage or current so that the valve is less than or equal to a predetermined heat generation amount during the maintenance operation. The valve system for a braking device according to claim 2, wherein: A pedal detector for detecting an operation amount of the brake pedal;
The maintenance operation unit performs energization of the second operating voltage or current to the valve earlier when the amount of operation of the brake pedal is equal to or greater than a predetermined reference value compared to when the operation amount is not the case. The valve system of the braking device according to claim 1.   When the sustaining operation unit energizes the valve of the second operating voltage or current at an early stage, the second operating voltage or current is lower than the first operating voltage or current, The valve system for a braking device according to claim 4, wherein the valve system is higher than the sustain voltage or current.

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